Pipe-coupling



(No Model.) 3 Sheets-Sheetv 1.

J. o. BAYLBSL PIPB COUPLING.

No. 400,822. Patented Apr. 2, 1889.

(No Model.) 3 sheets--sheen 2.

J. C. BAYLES. PIPE GOUPLING.

No. 400,822. Patented Apr. 2, 1889.

. l/' b ITn" L (No Model.)

J. C. BAYLBS. PIPE GOUPLING.

No. 400,822. Patented Apu-2, 1889.

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NITED rrnfrns JAMES C. BAYLES, OF NEIV YORK, N. Y., ASSIGNOR TO THE SAFETY OAR HEATING AND LIGHTING COMPANY, OF NEIV'JERSEY.

PIPE-COUPLING.

SPECIFICATION forming part of Letters Patent No. 400,822, dated April 2, 1889. Application filed November'ZO, 1888. Serial No. 291,401. (No model.)

To all whom, it may concern:

Be it known that I, JAMES C. BAY LES, a citizen of the United States, and a resident of the city, county, and State of New York, have invented certain new and useful Im provements in Pipe-Couplings, of which the following is a specification.

My invention relates to pipe-couplings of the class composed of two parts or half-couplings of identical construction.

The object of my invention is a pipe-coupling adapted to transmit iuids-such as steam or highly heated water-and particularly such acoupling as is designed to be employed for connecting the heating apparatus of railway-cars.

My invention further relates to apipe-coupling which is automatically separable upon the parting of the cars by accident or design and to the location and arrangement of such pipe-coupling in regard to the piping of the cars which it is designed to connect.

In the accompanying drawings, which illustrate my invention, similar letters of reference indicate like parts.

Figure'l is a view in perspective of my improved coupling, showing the like parts or half-couplings united. Fig. 2 is an end view of a half-coupling with the locking-lever in the position it would occupy when two halfcouplings are brought together prior to their being locked. Eig. 3 is a longitudinal section of the coupling, showing the port or passage through the coupling and the relation of the locking-levers to their adj Listing-springs and to theportions of the coupling body with which they coact. The head or end of one lever is shown in section and the other in elevation. Fig. 4. is a side elevation ot' the coupling. Fig. 5 is a side elevation of a halfcoupling and shows the cam or bearing face of the locking-lever. Fig. 6 is an elevation of the ends of two cars, and shows the position which it is designed the pipe-couplin g shall occupy relative to the platforms and the piping of the cars. Fig. 7 is a plan of the bottom of two car-platforms, and shows the position of the pipe-coupling and its attachments relatively to the platforms and the cars.

As the coupling is composed of two half parts of identical construction, the letters hereinafter used will refer to the like parts of the half-couplings, although but a single halfcoupling will be described.

A indicates the body portion of the halfcoupling, and B a tubular shank projecting therefrom, provided with a nipple, O, on its end, by which the half-coupling may be connected to a flexible hose, IO, such as is com-` monly employed, or metallic pipe-connection 2O or other suitable device, Fig. 7 for connecting it with the piping of the car to which the half-coupling is. applied.

The coupling, as a whole, I propose to locate horizontally between the cars, and the tubular portion of the coupling, when a ilexible hose is employed, I prefer to so arrange relatively to the body portion and the meet- `ing faces B of the coupling that the axis of the tubular portion will be angular to the plane of the meeting faces. I do this in order to provide a free and unbroken passage for the body transmitted through the coupling-a passage which shall be free from sag and without such bends or turns as are common in pipe-couplings, or the hose-connections of pipe couplings, of a corresponding class. By making the axis of the tubular portion angular to the plane of the meeting faces a horizontal and diagonal arrangement of the coupling and its hose-connections may be accomplished between the cars which it connects and a practically straight passage provided for the steam, water, or other body transmitted through the coupling. I wish it understood, however, that I do not limit myself to any definite angle between the axis of the tubular portion and theplane of the meeting faces of the coupling. Neither do Ilimit myself to the diagonal arrangement of the coupling and its hose between the cars. The tubular portion may be carried straight backward, so that its axis will lie in a plane at right angles to the plane of the meeting faces; but I prefer, as I have previously stated, to arrange the port or passage through the coupling in the manner described.

The coupling may be employed with a metallic pipe-connection (dotted lines, Eig. 7) so arranged as to compensate for the movement of the cars to which it is attached, and when so connected the port orpassage through the IOO coupling may be angular or straight and the connection between the cars diagonal or straight, as desired.

Upon one side of the head of thehalf-coupling is the projection D, and extending' ferwardl y from the projection I) is a pin, E, which forms a bearing for the head of the locking-lever F. The locking-lever F is cornposed of two portions-the head F and the handle F2. The head F is provided with the cup-shaped depressions G and G and the cy lindrical opening for the passage of the bearing-pin E.

I and I are helical springs arranged over the pin E and respectivelylocated in the cupshaped depressions G and G of the head F. The springI iinds a bearing for its ends upon the bottom of the depression G and against the follower K, which in turn bears upon the adjustable lock-nut L on the end of the pin E. The spring' I bears upon the boss J, which projects forwardly from the proj cction D and against the inner face of thedepression G in the head of the lockingdever F.

The inner side of the head of the lever F is provided with a projecting' cam portion, M, which is adapted to ride over and bear, when the half-couplings are united, upon the bearing-fiange N of the opposite half-coupling.

O and O Fig. @represent shoulders on the front and back of the head of the lever F, and O2 and O3 corresponding shoulders upon the bodyof the half-coupling, O2 projecting backwardly from the iange N and O3 outwardly from the projection D. The shoulders O and O2 serve to limit the movement of the lockinglever F inward in locking the coupling, and O and O3 the movement of the lever outward in unlocking the coupling. When two half-couplings are brought together, they will be guided to their proper locking position by means of the guidewiianges P, which project from the top and bottom of the half-coupling, and the flanges Q, which project from one side of the half-coupling. rlhe precise configuration of these iianges is immaterial, and those shown in the drawings may be variously modified and yet serve a similar purpose.

The operation of uniting the half-couplings will be readily understood. lVhen two halfeouplings are brought together, they will be guided to their proper position by the iianges P and Q. Then in this position, the lockinglevers F are rotated inwardly toward the body of the coupler, the projections M on the heads of the locking-levers taking over the flanges on the half-cou plin g opposite to that to which its lever is connected, and thus tend to force the half-couplings together and to retain them in the coupled position.

The pressure exerted by the locking-lever F is regulated by the spring I, and the tension of this spring is adjustable by means of the lock-nut L acting' upon the follower to compress the spring. The action of the spring I to force the head of the lever outward against the follower and loekalut, and there by tends to prevent any rattling of the lever upon its bearing, and, further, serves to maintain the leverin any position in which it may be placed when the half-couplings are not united.

The spring I is not called into action until the camface M, which is slightly rounded at its end, commences to move over the liange N of the opposite half-coupling. As the camface M moves over the iange N, the spring I is Acompressed and its resilient action increased until the lever comes to rest by the stop O striking the stop O2 projecting from the iiange N.

I wish it understood that I do not limit myself to the use of two springs when located as described. and I may change the means by which the adjustment of the spring is accomplished.

I preferably use two springsone weak and the other strong-acting in opposite directions, in order to accomplish the object stated.

The device may work without any springs, the lock-nut being screwed down to such a point as will allow only the required playbetween the head of the locking-level.' and the iange, and which will coincide with the coin.- pression of the gasket employed in the halfcoupling.

It will be observed that the pressure with which the half-couplings are forced together will depend entirely upon the tension of the springs under the heads of the locking-levers, and that this tension may be regulated and adjusted to suit any degree of pressure which it is desired may be applied and to coinpensate for the wearing or hardening of the gaskets, and, further, that by reason. of this arrangement the coupling cannot be injured by the application of too great a degree of force exerted by the person uniting the half-couplin gs in forcing the locking-levers to the coupling position. l

One of the most important features ol' my I may use but a single spring,

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invention relates to the arrangement of the coupling and its connections between the cars. In Fig. l5 the coupling is shown arranged horizon tally beneath the platforms and straight across the intervening space between the cars, and in Fig. 7 horizontally and diagonally beneath and across the platform.

By reason of the arrangements illustrated I am enabled, as hereinbefore stated, to provide a passage or duct for the heating medium across the space intervening between the cars, which free from turns, bends, or a sag in the coupling or its connecting-pipes, and, furthermore, am enabled. to bring' the levers F into the best possible position to be acted upon by the chains T to disconnect the coupling when the cars which it connects are separated by accident or design.

lhe line X X, Fig. 4.-, is the line of the meeting faces of the coupler, and is supposed to li'e, when the coupler is in its proper position, in the median line or long aXis of the cars which the coupler connects.

When the coupling is located as described, the locking-levers have a movement in planes parallel to this axis, and are thus subjected to a straight pull when the connecting-chains T, which are connected to the ends of the levers and the body of the cars at or about its median line, are called into action.

In all other couplings of a corresponding class of which I am aware, and provided with levers adapted to be acted upon by chains or similar devices, the locking-levers have never been so located as to be capable of being subjected to a straight pull in Order to rotate them to separate the couplings. Their action, further, is very uncertain, and the couplings, as well as the levers, are liable to be broken or Otherwise damaged when called into action for any reason.

I wish it understood that I do not limit myself to the precise construction of the coupling device` herein described, as it will be evident to any one skilled in the art tO which this invention belongs that many changes may be made therein Which will modify the action 0f the device, but which will in no wise depart from the intent of my invention.

I claim as my inventionl. A pipe-coupling composed of two like parts having vertical meeting faces and provided with a port or passage the axis of which ishorizontally angular to the plane of said faces, each part provided withalockinglever adapted to engage with a ange On the opposite part, said levers adapted to move in planes parallel to the meeting faces of said coupler.

2. A pipe-coupling composed of two like parts, a locking-lever on each part adapted to engage with a flange On the part Opposite to that to which it is attached, said levers movingl in planes parallel to the meeting faces of the coupler, and an adjustable spring on each part adapted to bear upon the outer side of the head of the lever and to force said lever toward the body of the coupling to which it is attached.

3. A pipe-coupling composed of two like parts, a locking-lever on each of said parts, two springs in the head of each of said locking-levers adapted to exercise their pressure in opposite directions, and means for regulating the tension of one of said springs in each part.

4. A pipe-coupling composed of two like parts, and .each part provided with a lockinglever having a plane of movement parallel tO the meeting faces of said coupler and adapted to engage a flange on the part opposite to that to which it is attached, a spring so located on each part as to bear upon the outer side of the head of the lever, and a device for adjusting the pressure of said spring,whereby said lever may be adjusted to exert a lockingpressure independent of the force exerted in making the coupling.

5. The combination, with two railway-cars, of a pipe-coupling and its connecting hose or pipes arranged horizontally between said cars, the plane of the meeting faces of said coupling being vertical and in the median line Of said cars, and the axis of the port or passage through said coupling and its connecting-hose horizontally angular to the plane of the said meeting faces vand substantially straight and diagonally across the space intervening between said cars.

6. The combination, with the heating system of two railway-cars, of a pipe-coupling composed of two parts of identical construction, the meeting faces of which are in the median line of said cars, and provided with locking-levers located in planes parallel to said meeting faces.

7. A pipe-coupling composed of two like parts, a locking-lever on each part, a spring bearing upon the outer side of the head of each of said locking-levers, said locking-levers pivoted in a transverse line to the plane of the meeting faces of said cars, and each lever provided with a projecting cam portion adapted to engage a iiange on the part opposite to that to which it is attached.

SfA pipe-coupling composed of two like parts, a locking-lever on each part, said locking-lever being pivoted in a transverse line to the plane of the meeting faces of the parts, and each provided with a projecting cam portion adapted to engage a iiange On the part Opposite to that to which it is attached.

In Witness whereof I have hereunto set my hand this 8th day of November, i888.

JAMES C: BAYLES.

Witnesses:

GEO. C. HALLETT, ROBERT M. DIXON.

IOC 

